Abstract: A collision energy absorption apparatus for a rail vehicle, including a connection member, a base, and an energy-absorption splitting tube provided on the outer side in the radial direction of the connection member. The inner wall and outer wall of the energy-absorption splitting tube includes one or more pairs of slits having radial positions corresponding to each other. Each pair of slits includes an inner slit and an outer slit. Each slit is a non-closed linear slit. The slit has a width of 0.05-0.8 mm. The sum of the depths of each pair of slits is less than the wall thickness of the energy-absorption splitting tube.

Abstract: An assembly for monitoring the occupancy state of a switch or a track region includes a track section configured as a resonant circuit. The resonant circuit contains a rail and an additional rail of the track section with a galvanic bridge on both sides and a capacitor disposed between the rails. The detection behavior for such an assembly is optimized while taking into consideration different lengths of the assembly by providing the assembly with at least one adaptation coil assembly which is placed in a track section compartment formed by the galvanic bridges on both sides and which is connected to a rail-free connection of the capacitor with a single-sided connection to one rail on one side and to the other rail on the other side.

Abstract: In a ground apparatus system, polling communication where a ground apparatus serves as a primary station and a train serves as a secondary station is performed. A ground apparatus that is a ground apparatus of the ground apparatus system and is capable of communicating with a platform screen door control apparatus performs polling communication at a first communication frequency to obtain train location information from the train. When the train reaches an impending arrival range including a stop position at a station, the ground apparatus switches the communication frequency to a second communication frequency higher than the first communication frequency. The apparatus then transmits, to the train through polling communication, synchronized opening and closing control instruction information received from the platform screen door control apparatus, and transmits, to the platform screen door control apparatus, vehicle state information obtained from the train through polling communication.

Abstract: A locking device on two bodies movable in a sliding manner relative to each other on a sliding track has a locking pin (7) which is guided in a straight-line mechanism in the guide body transversely with respect to the sliding track and is movable in the expelling direction. A socket spanner is guided in a sliding manner parallel to the sliding direction in the guide body. The locking pin (7) projects with an actuating end into a pocket of the socket spanner. The pocket has edges and surfaces for expelling and inserting the locking bolt and for blocking the straight-line mechanism. The locking device is suitable in particular for the connection and aligning movement of two guide bodies as occur in particular in a point operating mechanism.

Abstract: The present disclosure generally relates to a rail warning system using wireless portable transmitters/receivers. The rail warning system uses a chirp spread spectrum modulation scheme, and alerts personnel in work zones on or near train tracks as well as optionally, on track equipment and train operators, of approaching trains or on track equipment. Portable wayside devices may also be positioned on the rail web, optionally magnetically, to alert work personnel, allowing for secure placement but also portability to other locations on the same track or adjacent tracks.

Abstract: A system comprises a first sensor on a first end of a vehicle and an on-board controller coupled to the first sensor. The first sensor is configured to detect a radio frequency (RF) signature of a marker along a guideway. The first sensor is a radar detection device. The on-board controller is configured to determine a first position of the vehicle on the guideway or a first distance from the position of the vehicle to a stopping location along the guideway based on at least the RF signature received from the first sensor. The marker is a metasurface plate comprising a first diffused element, a first retroreflector element, a first absorbing element and a second diffused element between the first retroreflector element and the first absorbing element.

Abstract: A method and a system for transmitting enforceable instructions in a positive train control (PTC) system includes receiving, by a cyclic redundancy check (CRC) calculator, at least one enforceable instruction from railroad systems. The CRC calculator calculates at least one enforceable instruction CRC based at least partly on the at least one enforceable instruction and transmits the at least one enforceable instruction CRC to a back office server of the PTC system and/or an on-board system of a locomotive. Methods for cyclic redundancy check (CRC) hazard mitigation in a positive train control (PTC) system and verifying enforceable instruction data on-board a train are also disclosed.

Abstract: A foldable wagon with steerable front wheels and foldable seats is disclosed. The wagon has a frame having a first end assembly and an opposing second end assembly, a floor assembly and 4 wheels. The wagon also has seat assemblies comprising a first seat, a front support, and a rear support, wherein the front support for the seat is pivotally connected to a second end of the first seat and pivotally connected to the wagon frame, and wherein the rear support for the first seat is pivotally connected adjacent a first end of the first seat and pivotally connected to the end assembly. The seat is positionable in a use position such that the seat is transverse to the end assembly, and a storage position such that the seat is adjacent and generally parallel to the end assembly.

Abstract: A trailer assembly is provided for a wagon. The trailer assembly has a trailer frame comprising a first frame pivotally connected to the wagon, a second frame pivotally connected to the wagon, and a first link pivotally connecting the first frame to the second frame. The trailer frame is positionable between a first or use position and a second or folded position, A wheel is rotatedly connected to the trailer frame to support the trailer frame in the use position.

Abstract: Disclosed is a mobile cart for an organ container. The mobile cart includes a top assembly configured to be releasably secured to the organ container, which is at least one of an organ transporter and an organ perfusion apparatus configured to perfuse an organ. It also includes a support structure attached to the top assembly so as to support the top assembly, the support structure being moveable from an extended position to a collapsed position. The top assembly in turn includes distinct primary and secondary locking mechanisms, each of which is configured to secure the support structure in the extended position. And when the support structure is secured in the extended position, both the primary and secondary locking mechanisms must be actuated for the support structure to be moveable to the collapsed position.

Abstract: A lift-enabled motorized wheel assembly and material handling cart. A drive wheel is supported on an axel between a fixed leg and a floating leg. The axel passes through the fixed leg without interference, but is captured in the floating leg by a self-aligning bearing. The axle is driven by a drive motor that is bolted to the fixed leg through a right-angle gearbox. A vertical suspension unit provides compliance for drive wheel traction. A lifter sub-assembly alternately raises and lowers the drive wheel into and out of contact with the ground. The lift-enabled motorized wheel assembly is attached to the bottom of a cart frame, along with a plurality of caster wheels. The cart includes a tow-bar that is moveable between raised and lowered positions. When the tow-bar is lowered condition for towing, the drive wheel automatically lifts out of contact with the ground.

Abstract: A foldable tricycle is provided and has a frame having a first end and a second end, a seat connected to the frame, a front wheel adjacent the first end of the tricycle, and a rear wheel adjacent the second end of the tricycle. A head tube housing is provided adjacent the first end of the main frame, and a fork is provided adjacent the first end of the tricycle. The front wheel is rotatedly secured to the fork. A stem extends from the fork and supports a handlebar, wherein a portion of the head tube housing is slidingly connected to the stem, and wherein the tricycle can be manipulated between a use position and a folded position by sliding a portion of the head tube toward the handlebar.

Abstract: This handle heater comprises a mesh heating body comprising a plurality of heater wire strands woven into mesh, and electrodes disposed at both ends of the mesh heating body. Each of the electrodes comprises a metal foil whereon the mesh heating body is welded, and an insulating protective tape sandwiching, by being folded back along the width direction of the mesh heating body, the front and back surfaces of an electrode base body containing the metal foil and one of the ends of the mesh heating body. The mesh heating body is disposed in such a manner that each end in the length direction thereof follows an edge surface of the corresponding metal foil, and a space is present between the length direction end of the electrode base body and the folded-back portion of the protective tape.

Abstract: A travel control system for a cam assembly includes a cam having a plurality of lobes on a first face of the cam. Also included is a cam follower engageable with the first face of the cam to follow the lobe profile defined by the plurality of lobes. Further included is a pair of cam prongs extending outwardly from an outer perimeter of the cam. Yet further included is a lock indicator cam follower tab in contact with a first cam prong of the pair of cam prongs in a locked position of the cam assembly and in contact with a second cam prong of the pair of cam prongs in an unlocked position of the cam assembly.

Abstract: A steering column assembly comprises a support bracket, a telescopic shroud having an outer shroud portion and an inner shroud portion, an energy absorbing mechanism that includes a puller, a clamp rail fixed to the inner shroud portion including a slot that extends axially along the inner shroud portion, the slot defining two opposing walls which each carry a row of teeth, the two rows thereby being spaced apart from one another with the teeth extending towards each other; the puller being positioned adjacent the slot, a clamp bolt that extends perpendicular to the shroud, and a toothed block having a row of teeth on each side, the pitch between teeth of each row being equal to, or a whole multiple of, the pitch of the teeth of the corresponding row of the slot. The block is supported by a carrier element that moves in response to rotation of the clamp bolt to move, in turn, the toothed block between a clamped position.

Abstract: A method may be used to produce a variable-length steering shaft. The method may involve positioning a shaft core within a mold cavity of an injection molding tool coaxially with respect to a mold surface that delimits a toothing region, injecting molten plastic into the mold cavity between the shaft core and the mold surface of the mold cavity with an injection nozzle, removing a toothed shaft from the injection molding tool after the plastic has solidified, providing a hollow shaft and axially inserting the toothing region into an internal toothing, and for the positioning of the shaft core arranging positioning elements at least partially in a region of the mold surface of the toothing. The positioning elements, by way of positioning surfaces, may lie against the shaft core radially from an outside in a region of the toothing and hold the shaft core coaxially in the mold cavity.

Abstract: A shroud guidance mechanism for a steering column is provided. The shroud guidance mechanism includes a bracket operatively coupled to an upper jacket. Also included is an interface feature retained to the bracket in a first condition of the steering column. Further included is a shroud operatively coupled to the interface feature and to the upper jacket, the interface feature, the upper jacket and the shroud moveable with each other to decouple the interface feature from the bracket in a second condition of the steering column.

Abstract: A drive assembly is provided and includes a rotatable housing, a motor disposed within and to rotate with the housing, the motor including a drive element and first and second drive shafts, which are independently rotatably drivable by the drive element, a first drivable element coupled to the first drive shaft such that rotation thereof is transmitted to the first drivable element and configured to propel the housing in a first direction during first drive shaft rotation and a second drivable element coupled to the second drive shaft such that rotation thereof is transmitted to the second drivable element and configured to propel the motor in a second direction, which is transversely oriented relative to the first direction, relative to the housing during second drive shaft rotation.

Abstract: In at least some implementations, a steering assembly includes a steering shaft rotatable in response to an input, and a rotation limiting gear set coupled to the steering shaft. The gear set includes a first movable stop surface that rotates with at least one gear of the gear set and the stop surface rotates at a lesser rate than the steering shaft and is arranged to engage a first fixed stop surface to limit rotation of the steering shaft.

Abstract: In at least some implementations, a steering assembly includes a steering shaft rotatable in response to an input, an actuator having an output, a gear train and a housing. The gear train couples the steering shaft with the output so that the actuator can apply a force to the steering shaft via the output and gear train. The gear train provides a change in torque from the output to the steering shaft, such as to increase the torque provided from the actuator. The housing surrounds at least part of the gear train and includes gear teeth that define part of the gear train and are arranged to engage at least one other gear of the gear train.

Abstract: A rotation control assembly for a steering column assembly includes a steering shaft. The rotation control assembly also includes a driving tab rotatable with the steering shaft. The rotation control assembly further includes a driven tab rotatable relative to the steering shaft, the driving tab adapted to engage the driven tab upon rotation of the steering shaft. The rotation control assembly yet further includes an end stop positioned to engage the driven tab upon rotation of the driven tab to the end stop, engagement of the driven tab and the end stop limiting rotation of the steering shaft.

Abstract: A steer-by-wire assembly includes a steering wheel, a steering column coupled to the steering wheel, and a fluid-flow control mechanism coupled to the steering column, wherein the fluid-flow control mechanism is configured to adjust a torque on the steering column. The fluid-flow control mechanism includes a housing defining a cavity, and a flow control valve in fluid communication with the cavity of the housing. The flow control valve is configured to control a flow of a fluid in the cavity of the housing to adjust the torque on the steering wheel. The fluid-flow control mechanism includes a shaft and a piston coupled to the shaft such that translation of the piston causes the shaft to rotate.

Abstract: The present disclosure relates to a Steer-By-Wire system including: a torque sensor configured to sense torsion bar torque generated when the driver operates the steering wheel; a steering angle sensor configured to sense a steering angle of the steering wheel; a reaction motor configured to provide reaction force in a direction opposite an operating direction of the steering wheel; a state variable estimator configured to receive information on the torsion bar torque and the steering angle and configured to estimate a plurality of state variables from which disturbances have been removed; and a reaction controller configured to determine a reaction torque to be output from the reaction motor using the plurality of state variables estimated by the state variable estimator, and further relates to a control method thereof. Accordingly, it is possible to accurately recognize the driver's steering intention.

Abstract: A steering system with an actuating device (1), in particular a rear axle steering system, having a spindle drive (3) with a spindle (5) and a spindle nut (4) which is fitted into the housing (2) of the steering system in a positionally fixed but rotatable manner and is driven by an electric motor (9). The electric motor (9) is a vernier motor that drives the spindle drive (3) and is integrated in the spindle drive (3). The actuating device (1) is used for a rear axle steering system of a motor vehicle.

Abstract: Provided is a steering system including a low-cost rolling bearing with high supporting rigidity wherein generation of rattling noise during operation is prevented. A steering system includes a housing, a steered shaft, a ball screw device, a motor, a drive force transmission mechanism, and a bearing device. A ball nut portion is formed in a first range, and the bearing device supports a nut on the housing in a second range. The bearing device includes an outer ring, a first inner ring portion formed as a part of the nut in the second range, a second inner ring fitted to the outer peripheral surface of the nut in the second range, a plurality of bearing balls, and an enlarged diameter portion formed as a part of the nut in the second range.

Abstract: A system includes a computer that is programmed to determine a vehicle steering wheel angle based on a vehicle steering torque and a vehicle pinion angle and to determine a compensated steering torque by applying a high-pass filter to the determined vehicle steering wheel angle. The computer is programmed to actuate a vehicle component based on the determined compensated steering torque. A parameter of the high-pass filter is based on a vehicle speed.

Abstract: Technical solutions are described for a control system that includes a current command module configured to receive a torque command and output a current command for controlling a direct current (DC) motor, and a regenerative current limiting module configured to receive a regenerative current limit as an input and actively compute a motor current limit based on the regenerative current limit, the regenerative current limiting module configured to limit the current command based on the motor current limit.

Abstract: A motor control unit that is connected to a motor release switch which includes FETs and is disposed between an inverter and a motor, including: a control section to detect an assist state of the inverter, to turn-ON or turn-OFF a control of the inverter based on a detection result and to detect whether abnormality is existed or not; a motor rotational speed detecting section to detect a motor rotational speed; an energy calculating section to calculate an energy based on the motor rotational speed; a judging section to turn-OFF all of the FETs of the motor release switch when the energy is within an area of safety operation; and a state detecting section to detect whether abnormality is existed or not based on information from an abnormality detecting section that detects abnormality of the sensors and the inverter, wherein the control section turns-ON the control of the inverter when the state detecting section does not detect abnormality and turns-OFF the control of the inverter when the state detecting se

Abstract: A control apparatus calculates an axial force deviation, which is a difference between an ideal axial force and an estimated axial force. The ideal axial force is based on a target pinion angle of a pinion shaft configured to rotate in association with a turning operation of steered wheels. The estimated axial force is based on a state variable (such as a current value of a steering operation motor) that reflects vehicle behavior or a road condition. The control apparatus changes a command value for a reaction motor in response to the axial force deviation. For example, the control apparatus includes a basic control circuit configured to calculate a basic control amount, which is a fundamental component of the command value. The basic control circuit changes the basic control amount in response to the axial force deviation. The command value based on the basic control amount reflects the road condition.

Abstract: A control apparatus calculates an axial force deviation, which is a difference between an estimated axial force and an ideal axial force based on a target pinion angle of a pinion shaft in association with a turning operation of steered wheels. The estimated axial force is based on a state variable that reflects vehicle behavior or a road condition. The control apparatus includes a steering angle ratio change control circuit configured to calculate a target pinion angle serving as a basis for calculation of the command value. The steering angle ratio change control circuit calculates a speed increasing ratio from a steering angle ratio set based on a vehicle speed and a base gear ratio of a steering mechanism, and calculates a correction angle for a target steering angle by multiplying the speed increasing ratio and the target steering angle together.

Abstract: A method for the driver assistance of a road vehicle; the assistance method comprises the steps of: determining an actual steering angle of the front wheels; determining a desired steering angle of the front wheels; and changing the servo-assistance torque applied by a servo-assistance device to a steering system based on the actual steering angle and on the desired steering angle, so that the servo-assistance torque that is applied when a steering wheel is rotated in a first direction to change the actual steering angle causing it to approach the desired steering angle is greater than the servo-assistance torque that is applied when the steering wheel is rotated in a second direction, which is opposite to the first direction, to change the actual steering angle causing it to distance itself from the desired steering angle.

Abstract: A synchronous steering vehicle body includes wheels, a cab and a steering mechanism for driving the wheels and the cab to synchronously steer, steering center axes of the wheels are vertical to rotation center axes of the wheels, and the wheels are vertical to the center of the horizontal ground to be concentric to the steering center axes of the wheels, and the steering motions of the wheels and the cab are kept synchronous. The disclosure provides a synchronous steering vehicle body capable of directly achieving the synchronous steering of the wheels and the cab.

Abstract: A human-machine interaction somatosensory vehicle is provided. The human-machine interaction somatosensory vehicle may include a vehicle body and two wheels mounted on the vehicle body. The two wheels may rotate around the vehicle body in a radial direction. The vehicle body may include a support frame, two pedal devices mounted on the support frame, a controller, and a driving device configured to drive the two wheels. The support frame may be an integral structure rotatably connected to the two pedal devices. The two pedal devices each may include a pedal foot board and a first position sensor. The first position sensor may be mounted between the pedal foot board and the support frame, and configured to detect stress information of the pedal device. The controller may be configured to control the driving device to drive the two wheels to move or turn based on the stress information of the pedal devices.

Abstract: A system for assisting in reversing of a vehicle-trailer combination includes a vehicle steering system and a controller. The controller outputs a steering signal to the steering system to maintain the vehicle-trailer combination along a straight backing path and determines a straight-backing offset of a hitch angle in the vehicle-trailer combination as a proportion of an integral of a measured characteristic of the vehicle-trailer combination that varies from a desired zero value.

Abstract: A vehicle system for operating a vehicle is provided. The vehicle system includes a first output device configured to output a first output, and a second output device configured to output a second output. The vehicle system operates the vehicle based on the first output from the first output device while obtaining vehicle environment information, determines whether an autonomous take-over event occurs based on the vehicle environment information, operates the vehicle in an autonomous driving mode in response to determining that the autonomous takeover event occurred, determines whether the vehicle system receives a take-over signal from the second output device, and operates the vehicle based on the second output from the second output device in response to determining that the vehicle system received the take-over signal from the second output device.

Abstract: A driving support apparatus for an own vehicle includes a travel trajectory obtaining unit configured to obtain a preceding vehicle trajectory which is a travel trajectory of a preceding vehicle, and a control unit configured to perform a follow-up steering control for changing a steering angle of the own vehicle in such a manner that the vehicle travels along a target traveling line determined based on the preceding vehicle trajectory. The control unit is configured to, when a first distance condition and a manual steering condition are both satisfied while the follow-up steering control is being performed, stop the follow-up steering control.

Abstract: A method is described for assisting a driver when operating a vehicle on a road having a road surface and lane markings. The method includes the steps of ascertaining position of lane markings using an ascertaining apparatus, determining at least one lane delimiting line on the ascertained position of the lane markings, specifying a trajectory of the vehicle, in the event of the trajectory that is specified intersecting a lane delimiting line that is determined, outputting an instruction to the driver of the vehicle using at least one light beam that is projected onto the road surface.

Abstract: A system is provided for assisting a driver of a vehicle with parallel parking of the vehicle. The system includes at least one imager positioned to capture images of a scene to at least a side of the vehicle and to output image data, and an image processor for processing the image data received from the at least one imager to create an orthographic projection from the image data, where the orthographic projection shows side views of parking spaces and a graphic representation of the vehicle to be parked shown in relative locations to the parking spaces to enable the driver to determine the relative size of the parking spaces.

Abstract: A bumper reinforcement has a bracket to which a brace is attached. A radiator support member has an attachment seat. The direction of an attachment surface of the bracket to which the brace is attached is the same as the direction of an attachment surface of the attachment seat to which the brace is attached. A through-hole having a long-hole shape to cope with the variation of the distance between through-holes of the attachment surfaces is formed in the brace.

Abstract: A structure for the rear part of the body of a vehicle is provided with a suspension tower section to which a suspension is mounted. The suspension tower section has: a tower upper wall section which is formed in a fan-like shape, in a plan view, having an circular arc-shaped outer peripheral edge section located inside in the vehicle width direction, and which has a suspension fastening section to which the upper end of the suspension is fastened and affixed; a tower bend section which is a portion of the outer peripheral edge section, the portion bending downward; a tower outer peripheral wall section which extends downward from the tower bend section; and a first tower vertical wall section which is raised along the suspension tower section and extends downward from an end in the peripheral direction of the tower bend section to the tower outer peripheral wall section.

Abstract: An assembly includes a subframe, a rocker, a battery cage supported by the rocker, and a battery supported by the battery cage. The assembly includes a reinforcement bolted to the rocker and positioned to be along a load path through the subframe resulting from a vehicle frontal impact.

Abstract: A vehicle body lower structure includes a side sill, a center tunnel, a floor panel disposed between the side sill and the center tunnel, a first frame member connected to a front side member, and a second frame member connected to the front side member. The first frame member extends obliquely such that, as the first frame member extends further rearward, the first frame member extends further outward in a vehicle width direction. The second frame member is connected to the side sill. The second frame member extends obliquely such that, as the second frame member extends further rearward, the second frame member extends further inward in the vehicle width direction. The second frame member is connected to the center tunnel. One of the first frame member and the second frame member is provided on an upper surface of the floor panel.

Abstract: There is provided a hole plug. The hole plug has a main body portion and a seal flange portion. The main body portion has a closing portion, an inner wall portion, an outer wall portion. The seal flange portion extends outwards from the outer wall portion and has an abutment portion. A first recess portion is provided on an outer surface of the seal flange portion, a thin portion whose minimum thickness is thinner than a thickness of a portion of the outer wall portion which is located closer to the other end side thereof than the engaging portion is formed on the first recess portion. The thin portion is disposed closer to a radially inner side of the seal flange portion than a position on the abutment portion which is located nearest to the outer wall portion.

Abstract: The fastening device includes a nut (1) and a screw (2) coupled by being screwed together, the screw (2) being movable with respect to the nut (1), wherein the screw (2) comprises a head (3) provided with a washer (4) able to tilt in any adjustment direction, the axis of the washer (4) able to move within an angle by tilting with respect to the axis of the screw (2). A fastening method includes the steps of vertically introducing the fastening device in a polygonal hole until a seal (6) butts against the roof of the vehicle, and rotating the device in a counterclockwise direction until it butts against the same. The fastening device allows a function of adjustment to be carried out and compensates for the lack of parallelism and tolerance between the fastened accessory and the body of the vehicle.

Abstract: An electric actuator includes: a drive part (2); a motion conversion mechanism part (3) configured to convert a rotary motion from the drive part (2) to a linear motion in an axial direction parallel with an output shaft (10a) of the drive part (2); a driving force transmission part (4) including a transmission gear mechanism (28) configured to transmit a driving force from the drive part (2) to the motion conversion mechanism part (3); and a motion-conversion-mechanism support part (5) including a double-row bearing (40) configured to support the motion conversion mechanism part (3), wherein the double-row bearing (40) is arranged on one side in the axial direction with respect to the transmission gear mechanism (28).

Abstract: The present disclosure relates to a motor vehicle, and more specifically relates to a motor vehicle including a device for the delimitation of an extended loading area. This disclosure also relates to a corresponding method of using the subject device. In particular, the disclosed device comprises a plurality of braces (or, posts). Each of the braces comprises a longitudinal axis. The braces are connected to one another such that the spacing is variable. In one example, adjacent braces are connected by a connection element that can be deformed perpendicularly relative to the longitudinal axes. In particular, the connection elements can be elastically deformed such that they are capable of returning to their original shape after deformation.

Abstract: An apparatus for reducing aerodynamic drag on a tractor-trailer includes a panel configured to extend along a length of the trailer, the panel having first and second ends and being contoured along a lengthwise direction of the panel from the first end to the second end. Another apparatus includes a panel including a base and an array of rib-like protrusions extending outwardly from the base. Another apparatus includes a panel including an inner portion and an outer portion coupled to each other along first and second seams to define a cavity and including an air inlet for allowing air influx into the cavity from free-stream air flow during transit of the tractor-trailer to transition the panel from a retracted state to a deployed state. When in the deployed state, the panel is configured to alter an external topography of the tractor-trailer.

Abstract: A splitter system for a vehicle having a vehicle body including a first vehicle body end configured to face oncoming ambient airflow when the vehicle is in motion includes first and second splitter portions. The first splitter portion is configured to be fixed to the vehicle body. The second splitter portion is mounted to the first splitter portion. The first and second splitter portions together are configured to generate an aerodynamic downforce on the vehicle body when the vehicle is in motion. The splitter system also includes a mechanism arranged between the first and second splitter portions. The mechanism is configured to vary position of the second splitter portion relative to the first splitter portion to thereby control movement of the oncoming ambient airflow relative to the vehicle body and vary a magnitude of the aerodynamic downforce.

Abstract: Disclosed are downforce feedback systems for active aerodynamic devices, methods for making/using such systems, and vehicles equipped with a closed-loop downforce feedback system to govern operation of the vehicle's active aero device(s). A feedback control system for operating an active aerodynamic device of a motor vehicle includes one or more pressure sensors for detecting fluid pressures in one or more pneumatic or hydraulic actuators for moving the active aero device. A vehicle controller receives fluid pressure signals from these sensor(s), and calculates an actual downforce value from these signal(s). The controller retrieves a calibrated downforce value from mapped vehicle downforce data stored in memory, and determines if the actual downforce value differs from the calibrated value. If so, the controller determines a target position for a target downforce value for a current vehicle operating condition, and commands the actuator(s) to move the active aero device to the target position.

Abstract: A pair of master track links comprises a first master track link including a first body, wherein the first body defines a first bore and includes a first interface region including a plurality of teeth wherein at least one tooth of the plurality of teeth includes a free end and a crown defining a crown width proximate the free end of the at least one tooth, the at least one tooth also includes a root disposed opposite the crown defining a root width; and the crown width is greater than the root width.